WHEELED ENGINEER VEHICLES

Transcription

1 WHEELED ENGINEER VEHICLES Austrian Wheeled Engineer Vehicles Belgian Wheeled Engineer Vehicles Brazilian Wheeled Engineer Vehicles British Wheeled Engineer Vehicles Canadian Wheeled Engineer Vehicles Chinese Wheeled Engineer Vehicles French Wheeled Engineer Vehicles German Wheeled Engineer Vehicles Indian Wheeled Engineer Vehicles Japanese Wheeled Engineer Vehicles Polish Wheeled Engineer Vehicles Romanian Wheeled Engineer Vehicles Russian Wheeled Engineer Vehicles Slovakian Wheeled Engineer Vehicles South African Wheeled Engineer Vehicles Spanish Wheeled Engineer Vehicles Turkish Wheeled Engineer Vehicles US Wheeled Engineer Vehicles

2 Steyr-Daimler-Puch Pandur ARRV Notes: The Austrians have been producing the relatively-new Pandur ARRV to recover their expanding numbers of Pandur-based vehicles, and also other wheeled vehicles. The Pandur is also used by Belgium, Kuwait, Slovenia, and the US (mostly to recover Strykers, Marine LAV-series vehicles, and Pandur APCs at the JLTV). American Pandurs and Kuwaiti Pandurs were manufactured under license in the US by AV Technology. The driver is on the front left with the commander on the right behind the powerpack. He has conventional controls and has power steering, only on the front four wheels. The hatch opens to the left and had three wide-angle vision blocks; the center one can be removed and replaced by a night vision block. The commander has a hatchway which is raised slightly, though it has no rotating cupola. The commander, like most Austrian vehicles, is armed with a heavy machinegun, though the mount will take a minigun, GPMG, Grenade Launcher, or light machinegun/saw. He also has a WL spotlight on a low pole. To the rear of the driver s hatch is a large two-piece hatch cover for crewmembers. This also has a WL spotlight, though not on a pole. The twin doors on the rear face are retained. The Pandur ARRV has a capstan-type winch which is led out the front and has a pulling capacity of 25 tons. The Pandur ARRV has a winch on the left side with a capacity of 3 tons, enough to lift a Pandur powerpack or most Pandur turrets. It has a range of 9 meters and can be pivoted 250 degrees. When the crane is used, a stabilizer is lowered at each corner; they can also be used when using the winch. An additional stabilizer is found at the center of each side of the hull. The front has a dozer blade, which can also be used for stabilization and is normally used with the winch. The Pandur ARRV is 6x6 (though it steers only on the front four wheels), and the tires have central tire pressure regulation. Performance is similar to the Pandur APC, as it used the same suspension, chassis, engine, and transmission. The hull is of welded steel armor, with bolts in a few places such as the powerpack retention bolts and wheel nuts. The engine is a Steyr WD turbocharged diesel developing 260 horsepower. It s transmission is American-made and is automatic, with a torque convertor that can transfer the 240 horsepower of the engine power into torque. It has a lockup clutch. Some countries Pandur ARRVs have a collective NBC system, and some have an NBC Overpressure system. They have air conditioning and heating, a full set of repair and recovery tools, and an arc welder; a selection of spare parts (usually for the Pandur, or vehicle to be recovered and repaired) are carried. An additional passive armor package is often found on Pandur-series vehicles. This includes the Pandur ARRV. Vehicle Pandur $307,384 D, A 3 tons 13.5 tons 4 12 Passive IR (D), Shielded ARRV Pandur ARRV w/applique $312,292 D, A 2.92 tons WL Spotlight (x2) tons 4 16 Passive IR (D), WL Spotlight (x2) Shielded Vehicle Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor* Pandur 147/74 41/21/ Stnd W(3) HF6 HS4 HR3 ARRV Pandur ARRV w/applique 143/72 40/20/ Stnd W(3) HF10Sp HS6Sp HR4 Fire Control Stabilization Armament Ammunition None None M-2HB (C) 2100x.50 *The front dozer blade has an AV of 6. Depending on what the blade is raised to (or not raised), the blade gives the Pandur ARRV a bonus frontal AV of 6Sp.

3 BMF SIBMAS ARV Notes: This is a 6-wheeled armored recovery vehicle built by Belgium for recovery of light armored vehicles. Malaysia is the sole user of the SIBMAS ARV, and the primary vehicle it services is the Condor APC, built by Germany. The Malaysians only had one SIBMAS ARV in 2000, but now have a full company of 22. Production of the SIBMAS ARV is considered complete except for spare parts and it is no longer being actively marketed. The SIBMAS is a large vehicle, giving the crew the ability to carry a wide variety of spare parts as well as plenty of room for personal gear and other such stuff. It can also carry an engine atop the vehicle. The hull is essentially identical to the SIBMAS on the outside and inside walls, but has a very different layout inside and on the roof (the roof has a flat space for the carrying of a powerpack or other large cargoes). Spades are normally lowered during recovery efforts or lifting heavy items with the crane to brace the vehicle, and a crane with a capacity of 3 tons (10.5 tons when braced) is used to replace major automotive components. The crane may reach outwards up to 3.5 meter, and can rotate 224 degrees. A winch with a capacity of 20 tons is used in recovery efforts, and there is also an auxiliary winch with a capacity of 1.5 tons, that is primarily used to unwind the main winch cable. The winches lead out of the front if the SIBMAS ARV. The SIBMAS ARV is also equipped with a towing bar, a spotlight, a wheeled vehicle tool kit, a tracked vehicle tool kit, a coil of rope, excavating tools, two hydraulic jacks with lifting capacities of 8 tons and 10 tons, an air compressor, and a welding kit. The vehicle is equipped with air conditioning. Only the driver and commander are issued headsets for intercom and radio use, but my experience is that most crews quickly figure out how to connect extra headsets directly to the radio so those in the hull can listen. (A little piece of trivia: a civilian compact radio, cassette player, or CD player can usually be hooked into the intercom of most radios, and it will not be heard over radio communications). The hull is all-welded steel and watertight; this makes the SIBMAS ARV able to swim with minimum preparation. However, armor protection is a little lacking -- the rear of the SIBMAS ARV can withstand only 7.62mm machinegun rounds. The turret is removed; it is replaced by room for cargo and a manually operated rotating cupola on the center of the roof behind the driver's position. This cupola is used by the vehicle commander and has a pintle mount for a GPMG (I haven't been able to find if alternate, heavier weapons can be mounted on the pintle). He also has a spotlight mounted on his cupola, and this may be removed and used as a hand spotlight. The driver is on the front center of the vehicle, behind three large bullet-resistant windows. Other crewmembers are in the hull of the vehicle; alternately, the crew may be reduced to as little as two and the crew of the stricken vehicle can be carried in the hull. On the hull front, on either side of the bottom of the driver's front windshield, is a cluster of six smoke grenade launchers. No night vision equipment is provided for the commander, though the commander is usually issued NODs and the driver has a drop-down IR viewer. The vehicle has an air conditioner and heater. The driver and commander can switch their headsets to loudspeakers on the outside of the vehicle. Power is provided by a MAN D 2566 MK turbocharged diesel engine developing 320 horsepower with considerable torque. This is coupled to an automatic transmission, with conventional driver's controls and a very efficient torque converter. The transmission has a hydropneumatic torque converter, normally engaged when the SIBMAS ARV is using its engine power to supplement the winch's pulling power (this increases the weight of the vehicle it may recover to 30 tons). The SIBMAS ARV is equipped with GPS and a viewer for the commander. $276,981 D, A 3 tons 12 tons Headlights, WL Spotlight (C), Enclosed Passive IR (D) Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 194/98 54/27/ Stnd W(3) HF5 HS4 HR2 Fire Control Stabilization Armament Ammunition None None MAG (C) 1000x7.62mm

4 ENGESA EE-11 Urutu RRV (Repair and Recovery Vehicle) Notes: This is a repair and recovery vehicle based on the EE-11 Urutu APC. It is used by six countries, most of which are South American or African nations, though noted user in another part of the world are Saudi Arabia and the UAE, who use over 150 between the two. Though the EE-11 RRV hasn't been manufactured or offered for export since 1987, the vehicle has been continuously upgraded (primarily in automotive components). The Brazilians consider the EE-11 RRV a dead end, but useful until replaced by the VBTP-MR series enters service in an estimated In this role, the Urutu has a front-mounted winch with a capacity of 5 tons, which can be increased to 10 tons by using block and tackle, and has 45 meters of cable. The Urutu RRV also has a hydraulic crane with a capacity of 3 tons (the approximate weight of the engine and transmission of most Brazilian light armored vehicles). The crane has a reach of 4 meters. When the crane is in use, jacks are lowered on either end of the hull. The Urutu RRV has a small, one-man turret with a machinegun. This is primarily defensive, as little ammunition is carried in it's basic issue. This machinegun can be aimed, fired, and reloaded from under armor; though there is no NBC system except in the 1st model to keep particulates out, the commander can take advantage of the Urutu RRVs admittedly light armor protection. The Urutu RRV has a more powerful engine to allow it to carry an entire light armored vehicle power pack; the original engine was the 190-horsepower engine, the 212-horsepower engine, the same as on the US M-113A2, was offered and used as an upgrade by some countries, and the 230-horsepower engine is now the standard engine for the EE-11 RRV, and the 260-horsepower engine is a high-end upgrade chosen by some countries. Wiring harnesses, transmissions, electrical systems, gauges, night vision suites, and tire inflation regulation are the prominent parts of the upgrades taken over the years. in addition, Kevlar anti-spall liners have been added to the interior. The Urutu RRV carries a wide variety of tools requires to work on wheeled vehicles, including basic, wheeled vehicle, and power tools, an air compressor, a welding set, a 10-ton-capacity jack, and a selection of spare parts, including a spare tire for the EE-11 series on the roof; alternately, it can carry a powerpack on the roof and the tires on the sides. Layout is essentially the same as the EE-11, except that most of the internal space is taken up by the tool set, spare parts, and tech manuals. The side doors remain, but the roof hatches are rearranged to keep clear of cargo carried on the roof. One of the roof hatches is in the turret roof, and another right of center, that the crane operator uses. The Urutu RRV has an air conditioner and heater. The crew has three-point seat harnesses, and the seats are designed to take up some of the shock from mines and IEDs blowing under the vehicle. On each side of the vehicle near the rear is a cluster of four smoke grenade launchers. A spotlight is found on a 2-meter pole (which is collapsible down to 0.5 meters) that can be used to illuminate dark areas or assist in vehicle repair of recovery. This is found between the commander's turret and crane operator's hatch. Vehicle 190 hp Engine $258,889 D, A 3 tons 15.3 tons 4 14 Headlights, WL Shielded Spotlight 212 hp Engine $274,513 D, A 3 tons tons 4 15 Passive IR (D), Enclosed WL Spotlight 230 hp Engine $294,439 D, A 3 tons tons 4 15 Passive IR (D, Enclosed C), WL Spotlight 260 hp Engine $294,637 D, A 3 tons tons 4 13 Passive IR (D, Enclosed C), WL Spotlight Vehicle Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor* 190 hp Engine 118/59 33/17/ CiH W(3) TF2 TS2 TR2 HF10 HS4 HR3 212 hp Engine 113/57 31/14/ CiH W(3) TF2 TS2 TR2 HF10 HS4 HR3 230 hp Engine 121/61 33/17/ CiH W(3) TF3 TS3 TR3 HF10 HS6 HR4 260 hp Engine 131/67 37/18/ CiH W(3) TF3 TS3 TR3 HF10 HS6 HR4 Vehicle Fire Control Stabilization Armament Ammunition (All) None None M-2HB (C) 600x.50BMG *The three-point harnesses and shock-absorbing seats do not mitigate damage to the vehicle from mines or IEDs, but the crew (except for the commander) take half damage from such a blast.

5 GKN Sankey Saxon ARV Notes: This is the recovery vehicle version of the Saxon APC. The primary differences between the APC and the ARV are the tool collection carried and the winch mounted on the left side. Most countries that use the Saxon also use the Saxon ARV, though some use other recovery vehicles. The Saxon ARV is due to be replaced by one of the vehicles of the FRES program, but this program is years behind already, and the Saxon ARV will probably soldier on for quite some time. The winch is a capstan design that can be led to the front, back, or side, and has a capacity of 5 tons, or 16 tons with block and tackle. It has 75 meters of cable. On the left side is a crane able to lift 3.5 tons at a reach of 4 meters. The Saxon ARV carries a welding and cutting set, wheeled vehicle and basic tools, small arms and heavy ordinance tools, and an air compressor. There is also room inside and on top of the vehicle (or slung on the sides) for a good selection of spare parts. A tent can be erected in the rear of the vehicle to double the workspace. This vehicle is primarily used for the recovery of wheeled vehicles. The Saxon ARV carries a ruggedized laptop that is used to store tech manuals and tactics manuals, as well as tech information about their small arms and grenades. and any other weapons they may carry. It also has a large number of maps, and interfaces with the vehicle's GPS. It can also plot friendly and enemy vehicles, touch is it not a true BMSS. It does, however, have one data-capable long-range radio. There cluster of four smoke grenade launchers on either front bumper, and a hand-held spotlight connected to vehicle power by a cable and normally kept at the commanders station, and the crane operator has a similar spotlight at his station. The commander's cupola has a manually-operated cupola with a pintle-mounted light machinegun. The driver is in the front center, with small bullet resistant windows around him. He does not have any vehicular NODs, but NODs are often issued to him (this is not included in the cost below). The commander also is often issued NODs. The crew has a vehicular collective NBC system, to which they plug their protective masks into. The Saxon ARV, like the Saxon, is based on a Bedford M 4x4 truck chassis, much modified for it's role as a recovery vehicle and very different internally and in the hatches on top than a Saxon APC. This reduces operating parts, because the chassis can use less expensive truck parts. Armor is designed to stop light and medium machinegun rounds and small arms, but it not means to stand up to true antivehicle fire. The Saxon ARV is powered by the same Bedford horsepower diesel as the Saxon APC, though alternately it can be powered by a 195-horsepower turbocharged diesel. Armor protection is decidedly lacking, though proof from the front against heavy machinegun fire, grenade explosions, and shell splinters. There is not quite the same protection to the sides, and the rear is lucky to repel medium and light machinegun rounds. Vehicle 164 hp Engine $617,367 D, A 600 kg 11.6 tons 4 18 Headlights, WL Enclosed Spotlight (C, Cr) 195 hp Engine $617,575 D, A 600 kg 12.2 tons 4 18 Headlights, WL Enclosed Spotlight (C, Cr) Vehicle Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 164 hp Engine 107/54 30/ Stnd W(3) HF5 HS4 HR2 195 hp Engine 119/60 33/ Stnd W(3) HF5 HS4 HR2 Vehicle Fire Control Stabilization Armament Ammunition (Both) None None L-7A2 (C) 1000x7.62mm

6 Arva Industries Multipurpose Engineer Vehicle Notes: This is like a normal backhoe type of construction...but its armored, particularly against mine attack. Examples of this vehicle are also found in German and the US militaries. It's primary purpose is to dig fighting positions and revetments. The cab of the vehicle is climate-controlled and has NBC Overpressure. The cab is fully armored, and the windows are of ballistic glass. Most of the fabrication of the body is also armor-quality steel. The MPEV is a semi-mrap, having not the full protection of an MRAP but some damage mitigation from mines and IEDs. The vehicle has a dozer blade able to move 1.2 cubic meters and 2.88 tons. The backhoe can pivot 180 degrees and can dig 0.33 cubic meters and 1 ton. The winch can pull 4.08 tons. The stance is wide for stability; the tires are wide, have extra steel plies in them, and are also run-flat and puncture resistant. The entire vehicle is climate resistant: a slave cable, heated battery and engine, coolant heater. It also has a full set of lighting, including spotlights at the front and back. The engine is a Cummins 6BTA Diesel developing 215 horsepower; the transmission is deliberately manual to allow the driver to "jigger" the gears as necessary. The engine has a great deal of torque to it. Being semi-mraps, they do not have the full protection of a V-Hull, but the armor does protect somewhat more than normal. Damage to the crew inside the cab take only one-half damage from such blasts, as do components inside the hull and resting on the front of the hull. Alternate mountings include a fork instead of the bucket. and an auger in place of the backhoe. $403,386 D, A 2.88 tons 10.3 tons 2 22 Headlights, 2xWL Enclosed Spotlights Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 152/77 42/ Stnd W(6) HF4 HS4 HR4 *The hull floor armor is 6Sp. The roof of the cab is 3. GDLS Bison MRTV (Mobile Repair Team Vehicle) Notes: This is a recovery version of the Bison APC. It has long been due to be replaced by an equivalent version of the LAV III, but budgetary difficulties have slowed this project considerably. Some 25 are in use by Australia as the ASLAV Type II MRTV, while the US National Guard uses 1 of them to support its force of 12 Bisons used at JRTC. The Bison is an extension of the rail-mount system, making the Bison somewhat modular. In this version, the vehicle carries extensive spare parts, and has a crane with a capacity of 4.98 tons, as well as the standard winch with 100 meters of cable and a capacity of 4.82 tons and can be swiveled 260 degrees. The crane can be controlled from the vehicle or by a control box on a cable 30 meters long. The Bison MRTV is also fitted with 3 floodlights and outriggers and stabilizers for use during crane and winching operations. The Bison MRTV carries a good supply of tools, including basic, wheeled vehicle, small arms, and heavy ordinance tools, as well as a welding set, air compressor, tow bar, and tow cables. A flat space on top can carry heavy cargoes of a space powerpack. A small computer assists in repair duties, carrying tech manuals, diagrams, BDAR procedures, etc. Crew consists of two: the driver and the commander who doubles as a rigger. The accent on Bison MRTV operations is to recover the vehicles, while doing the minimum in the field to fix the vehicles to the point that they can be towed. Restoring vehicles to running conditioning is a secondary mission. However, when using the crane to lift heavy weights, two outriggers are lowered at the rear to stabilize the vehicle, and is capable of lifting the powerpacks of most wheeled vehicles into a damaged vehicle after lifting the damaged one out. Power is provided by a Detroit Diesel 6V53T diesel developing 215 horsepower. Transmission is automatic, and a torque converter allow the drum to help pull the vehicle being recovered. (x1.5 load). The Bison MRTVs received the same chassis upgrades that the rest of the Bison fleet received: Improved engine power (mostly in the area of torque), new torsion bars, fittings for appliqué armor and ERA, air conditioning, and a vehicular NBC system. $82,859 D, A 2 tons 13.2 tons 2 6 Passive IR (D) Enclosed Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 134/68 38/19/ Stnd W(6) HF6 HS4 HR3 Fire Control Stabilization Armament Ammunition None None M-60 (C) 1000x7.62mm GDLS Husky Armored Repair Vehicle Notes: This Canadian vehicle is based on the MOWAG Piranha chassis (the same chassis that the Cougar and Grizzly are based on). A slightly different version is used by Austria, Switzerland, and the US Marines. They're prime role is to support LAV IIs and LAV IIIs in the field, though the Canadians are developing a recovery vehicle based on the LAV III. It is built on the 6x6 version of this chassis (the LAV-II), and instead of a turret has a raised superstructure in the rear of the vehicle. There are two doors on the rear of the vehicle, each with a firing port, and there are hatches in the roof for the commander,

7 driver, and crew. Standard equipment includes a 4.2kW APU, a full range of tools, and a crane with a capacity of 3.25 tons. that can traverse through 256 degrees. It can reach 4.7 meters. The winch has 100 meters of cable and can pull 20 tons, with a lead winch able to pull 1.5 tons. Atop the vehicle is a flat area for carrying large cargoes, and a cupola with a pintle-mounted gun. An entire Husky powerpack can be carried inside the rear of the vehicle, being put there by the crane and some large roof hatches. (It's a tricky fit, but they're used to it.) The crane operator has his own hatch, with a push-button box to control the crane. Inside includes most of the tool set and personal gear, as well as some classified gizmos. It typically carries three spare tires for its chassis. The vehicle generally has a crew of only two, though two more mechanics are generally carried. The engine is a 6V53T with 275 horsepower and high-torque, and an automatic transmission. The Husky has gone through several SLEPs despite its age, making more capable of recovering the LAV-25, Cougar, and Grizzly. The Husky, like others of its chassis, is amphibious with preparation, propelled by waterjets. On each side of the hull is a cluster of four smoke grenade clusters. $285,200 D, A 1.2 tons 10.7 tons 4 5 Passive IR Enclosed Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 193/98 53/27/ Stnd W(6) HF6 HS4 HR3 Fire Control Stabilization Armament Ammunition None None M-2HB (C) 1500x.50 LAV Armored Repair and Recovery Vehicle Notes: More commonly known as the LAV-R, this recovery vehicle is based on the LAV-25 chassis, and is used by Saudi Arabia, and Australia, but perhaps its most numerous user is the US Marines to tend to their own fleet of LAV-25-based vehicles. It is almost an international vehicle; the Canadians built most of the vehicle, while the APU, crane, winches, and tools are American. It is basically a LAV-25 chassis without a turret, and with a raised superstructure in the rear and a crane mounted forward of this superstructure. The vehicle has a driver's hatch in the front left, a commander's hatch to the driver's rear, and a crane operator's hatch on top of the raised superstructure. There are two doors in the rear of the vehicle, and each of these has a firing port. However, the side firing ports of the LAV-25 are deleted on the LAV-R. The LAV-R has a pintle-mounted machinegun on the commander's cupola. Versions equipped for Iraq and Afghanistan use had air conditioners, but it is an open question as to whether they will remain permanent fixtures. On the top of the glacis, on either side, is a cluster of four smoke grenade launchers. The crane is manufactured in the US and has a capacity of 4.13 tons and a maximum reach of 4.7 meters. It may be rotated 256 degrees. There is a rear-mounted winch with a capacity of tons. The LAV ARRV is also equipped with a fuel transfer pump, a 4.2kW APU, and a remote control device for the crane and winch. There is a magazine-fed smoke grenade launcher on either side of the hull, each with 8 grenades. Two outrigger legs are lowered, one on each side, when the crane is used. The LAV ARRV carries a tow hook and cables and a full set of tools for working on wheeled armored fighting vehicles. Two LAV-Rs can right a turned-over vehicle with no more than the two LAV-R's weight combined. The LAV-R carries an internal 10 kw APU to power its crane, winch, and power tools and air compressor, though it is recommended that the engine be running for crane and winch use. The LAV-R is fully amphibious with a three minutes of preparation. It is propelled by steerable waterjets while swimming. The engine is a Detroit Diesel 6V53T, a modified version of that in the M-113 APC, developing 275 horsepower. The LAV-R can be transported by a C-130 Hercules or larger aircraft, or be underlung beneath a Sea Stallion helicopter. The LAV-R may use LAV appliqué armor (the LAST kit) on its hull. Vehicle LAV-R $255,906 D, A 2 tons tons 4 10 Passive IR (D) Enclosed w/last D, A 2 tons tons 4 10 Passive IR (D) Enclosed Vehicle Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor LAV-R 167/84 47/23/ Stnd W(6) HF6 HS4 HR4 w/last 159/67 44/22/ Stnd W(6) HF10Sp HS6Sp HR5* Vehicle Fire Control Stabilization Armament Ammunition LAV-R None None M-60 (C) 1000x7.62mm

8 China Shipbuilding and Trading Type 84A Notes: This vehicle is a vehicle-launched bridge mounted on a Chinese version of the KrAZ-255B 8x8 truck. The Type 84A has no relation to the Type 84 AVLB mentioned in Chinese Tracked Engineer Vehicles. The PLA is the sole user, and they are produced on a need to have basis. The Type 84A is a very close copy of the Russian TMM truck-mounted bridge, but has a modicum of armor plate. The truck itself is a modified version of the Russian KrAZ-255B, produced by license in China in this modified form. The vehicle has not been exported. The bridge is 26 meters long and able to bear a vehicle weighing 50 tons, or 13 tons on its inner trackway. It is MLC 50, but is crossable only by wheeled vehicles at that weight limit; tracked vehicles are limited to MLC 30. Laying time is 5 minutes, and recovering time is 6 minutes. The bridge itself weighs 16 tons. The bridge is a scissors-type, it is primarily used in light motorized divisions. Laying and loading are done automatically from the forward control cab; such laying and loading must be done from the rear of the vehicle. Up to four Type 84A bridges may be connected together in overlapping fashion, and able to cross a 100-meter gap when used in this fashion, and takes struts and stabilizers to be placed. Setting up such a four-bridge section takes as much as an hour. The truck base chassis has a YaMZ M206B water-cooled diesel developing 205 horsepower. The transmission is manual with five forward gears and two to the reverse. The truck lowers stabilizers at the front and rear of the four rear wheels when laying a bridge. $593,405 D, A 750 kg 20 tons 4 15 Headlights Open Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 105/53 29/ CiH W(4) TF4 TS4 TR4 HF2 HS2 HR2

9 CEFA EFA Notes: When you first look at the EFA, it looks like some sort of armored bus. This French bridging vehicle is similar in concept to the older DCAN PAA (c.f.). The EFA is used by France; the United Emirates uses a version with a more powerful engine called EFA X1. The EFA was designed to replace the Gillois system previously used by the French Army; this was more of a pontoon-bridge system than a mobile ferry/pontoon/bridge that the EFA is. The EFA was selected in 1987 over a competing DCAN design, and the first EFAs were delivered in It is a flat, boxlike vehicle that may be used as a floating bridge, or by the vehicle resting on the bottom of the body of water. It may also be used as a ferry. The EFA may carry or support 70 tons (as a bridge) or 90 tons (as a ferry, in water only), and its bridge may span 23.5 meters. It may be used in rivers with currents of up to 3 meters per second. The unit is driven in water by water jets, unless the water is shallow enough that the EFA can be driven on the floor of the body of the water. Another way the EFA can be deployed is to anchor them to the bed and use them as the basis for pontoon bridges. After going into the water, the ends of the vehicle fold down to form ramps, and a potential ferry surface of 38x4 meters. When bridging, air bladders are charged to provide floats; there are two large floats on each side. (Needless to say, the EFA has four integral heavy-duty air compressors.) One EFA may bridge a span of 23.6 meters. Ramps are dropped on either end to allow embarkation of vehicles and troops. It takes six minutes to go from ferry to traveling configuration and vice versa. Though the EFA does have two anchors, it is not meant for swiftly-flowing water. The EFA can make up to crossings per hour of a river or lake 100 meters wide. Several EFAs can be linked together to form a long bridge if required; up to six EFAs may be linked in such a manner. The crew is in the front cab of the vehicle, and operate their ferry by the use of CCTVs and remote linkages. There is a driver, commander, and two bridge operators; there are large ballistic windows on the front and sides and doors on either side of the cab. There are no defenses other than its own minimal armor and the crews' small arms. The 730-horsepower Baudouin turbocharged engine gives it decent power, as the EFA is as heavy as some tanks. The EFA is climate-controlled and has NBC Overpressure, and has a bilge pump. The vehicle has central tire pressure control and all-wheel steering. Construction is primarily of aluminum, with all components sealed against water and pressure. UAE EFA X1s are powered by a German MTU diesel, with a capacity of 760 horsepower. Vehicle EFA $364,808 D, A 600 kg 43 tons 4 25 Headlights Shielded EFA X1 $365,002 D, A 600 kg tons 4 25 Headlights Shielded Vehicle Tr Mov Com Mov Fuel Cap Fuel Cons Config* Susp Armor EFA 194/47 53/13/ CiH W(2) TF4 TS4 TR4 HF5 HS5 HR5 EFA X1 200/49 56/14/ CiH W(2) TF4 TS4 TR4 HF5 HS5 HR5 *The turret for this vehicle are the flotation gear, air compressors, and ramps. No personnel hits are possible, and considered misses. DCAN PAA Notes: The DCAN PAA is a self-propelled bridging vehicle designed by France specifically for that purpose instead being modified from an existing vehicle. It is one of the predecessors of the EFA above. They were replaced in production by the CEFA EFA in the late 1990s, but continue in service in the French Army. No one else uses the PAA. The PAA is divided into three watertight sections, separated by bulkheads. The front is the crew compartment with the driver and commander/bridge operator. He works with four day/night CCTVs which are rotatable. The compartment has air conditioning and heating as well as NBC Overpressure. The engine is in the center for balance purposes; it has an electric generator which engages as soon as the water in the compartment reaches a certain level. The rear compartment contains the fuel tanks, which also act as ballast. The driver is on the left and the commander/bridge operator is on the right. The driver has conventional controls and an automatic transmission. The vehicle s bridging system operates similar to the EFA, above. The bridge/ferry area is 3.05 meters wide, but can be increased to 3.55 meters by use of folding panels. The PAA can span by itself a width of meters. Up to two may work together to span or ferry a large gap, up to 40 meters. The PAA consists of a boxlike watertight hull of light alloy construction with a folding four-section bridge on top. The operator of the bridge can choose to leave the vehicle in place under the bridge, or unfold the bridge and withdraw. The bridge can cross a gap 22.4 meters wide, and supports 40 tons of vehicles traveling at full speed, or 45 tons of vehicles traveling at half speed. Two of these vehicles can be combined to cross a gap 40 meters wide. The vehicle essentially bottoms itself out, providing a starting step to the vehicles above. This is useful for waters or trenches with steep, wide sides. The wheels do not support the PAA in this case -- hard shoes extend instead. The engine is a Deutz Diesel 300-horsepower engine, which leads to one reason it is being replaced -- it's slow cross-country speed and crossing speed. $37,314 D, A 500 kg 34.5 tons 2 9 Headlights Shielded Tr Mov Com Mov Fuel Cap Fuel Cons Config* Susp Armor 127/31 35/9/ CiH W(2) TF4 TS4 TR4 HF4 HS4 HR4 *The turret for this vehicle are the flotation gear, air compressors, and ramps. No personnel hits are possible, and considered

10 misses. Renault VAB ECH Notes: This French vehicle is the repair vehicle variant of the 6x6 VAB armored personnel carrier. France, Central African Republic, Cyprus, Ivory Coast, Lebanon, Mauritius, Morocco, Oman, Qatar, and United Arab Emirates use the VAB ECH. In this role, the VAB is fitted with 6-ton capacity crane and a front-mounted 7-ton capacity winch that has 60 meters of cable. The cargo compartment is large and open inside (without the central post of the standard VAB), to better carry bulky equipment. There are two large roof hatches on the rear deck, a commander's hatch on the right side of the front deck, and a driver's hatch on the left of the front deck. On each side, there are three windows with an armored shutter; however, these windows do not include firing ports. Other equipment included with the vehicle is: a welding kit, a 5 kw generator, machinist tools, a hand drill, a manual hoist, a workbench, vises, and a full tool kit. A tent can be erected at the rear to give more workspace, and another one can be erected over the rear compartment. The VAB ECH also typically carries a 5-meter ladder and two 5-meter bridging sections. A small computer with a repair and recovery database and small parts and equipment are carried in myriad small and large drawers, as well as boxes and bins and under-seat compartments. The VAB ECH also has a 40-liter drinking water tank, used for both drinking and heating rations. Three armament options are available for the VAB ECH: a cupola with a pintle-mounted weapon, a turret with a light machinegun, and a turret with a heavy machinegun. Most of the vehicle is given over to storage of tools and parts; there is only a narrow tunnel from the driver's and commander's positions and the right-side door. The other crewmembers have just enough space to sit down, and exit through roof hatches. Most have been upgraded with GPS and a BMS (FINDERS). Vehicle VAB ECH $919,716 D, A 2 tons 14 tons 4 13 Passive IR (D) Shielded VTT VAB ECH $1,054,552 D, A 2 tons 14.3 tons 4 13 Passive IR (D) Shielded VMO VAB ECH $1,079,090 D, A 2 tons 14.6 tons 4 13 Passive IR (D) Shielded VII Vehicle Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor VAB 138/70 39/19/ Stnd W(3) HF6 HS4 HR3 ECH VAB 137/77 38/19/ CiH W(3) TF7 TS4 TR4 HF6 HS5 HR5 ECH VMO VAB ECH VII 134/68 38/19/ CiH W(3) TF7 TS4 TR4 HF6 HS5 HR5 Vehicle Fire Control Stabilization Armament Ammunition VAB ECH None None AAT-F1 1500x7.62mm VTT VAB ECH +1 Basic AAT-F1 2000x7.62mm VMO VAB ECH VII +1 Basic M-2HB 1500x.50

11 Rheinmetall APE Notes: This is an engineer reconnaissance vehicle that was built for the German Army, based on a shortened version of the Fuchs. APE stands for Amphibishche Pionererkundungs, or Amphibious Engineer Reconnaissance Vehicle. In practice, only a few were built for German service due to budgetary restraints. The APE carries a combat engineer team and its equipment, and is used for route reconnaissance and carrying engineer teams to clear obstacles. The APE is basically a smaller version of the TPz-1 Fuchs; it is essentially a 4x4 version of the 6x6 Fuchs. The vehicle has large doors in the rear for the team, doors in either side of the cab, and three hatches in the roof of the passenger compartment. There is a light mount by one of these hatches for a 20mm long-barreled autocannon; this cannon can be used for local defense, but is more commonly used to detonate explosive charges and mines found in its work, and to saw down trees with a few well-placed shots. There are six smoke grenade launchers on each side of the front of the vehicle. This autocannon and cupola are on the left front side; the driver is on the right front. The gunner stands on the seat to fire the autocannon. Other crew is in the rear, and there is a break in the front seats to allow a connection between the back and front. Two vision ports are found on each side. The APE is a route reconnaissance vehicle on steroids-- with its equipment and a digital radio link (on all radios) to higher HQ, the APE can generate enough information to produce maps of its round and surroundings, and clear some minor obstructions. To accomplish its work, the roof is studded with sensor and mapping aerials, from chemical meters to laser rangefinders. It has a complete NBC overpressure suite and the crew is capable of missions lasting two weeks or more. Information storage is copious and resistant to EMP, and is of the solid-state digital type. (Earlier versions had a battery of VCRs.) Water help keep the vehicle afloat despite punctures of the shell. The hull has sensors to measure the precise depth of water and water velocity, including sonar. It can estimate ground conditions and shore slopes and conditions. Its water bilge bumps can keep the vehicle afloat even after the vehicle is penetrated by enemy fire. The tires have central tire pressure regulation, are run-flat, and puncture resistant. Power is provided by a Mercedes-Benz OM-402A Diesel developing 320 horsepower. The engine and transmission are identical to that of the Fuchs. Swimming propulsion is by two waterjets. Versions used today have a GPS and BMS. $4,429,662 D, A 2 tons 14.5 tons 4 32 Passive IR (D), 2x Shielded Advanced Image Intensification (Crew), Advanced Image Intensification (C, G), Thermal Imager (G) Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 215/83 59/23/ Stnd W(4) HF6 HS3 HR2 Fire Control Stabilization Armament Ammunition +1 Basic 20mm Rh x20mm Krupp-MAN Leguan Bridgelayer Notes: This bridging vehicle is based on a heavy MAN truck chassis. It is used by about a dozen countries, but built in Germany. The vehicle is modified, with the cab in a lower-slung position, and the bridge occupying the area over the cab and the entire cargo area. The bridge is 26 meters long and weighs 10 tons; it is MLC 70 and can effectively span 26 meters at an angle of incidence of 10 degrees up or down. It is made of aluminum alloy, and is essentially the same bridge as on the PSB-1 AVLB. Eight minutes are required to lay the bridge or recover it. No preparation of the bridging site is needed. The bridge is a mirror image and can be laid and recovered upside down or right-side up, as there is little difference between top and bottom. The bridge is a sliding bridge and has no high profile like the laying of a scissors bridge. The crew does not need to leave the vehicle to lay or recover the bridge. A moveable suspension helps with laying the bridge. The truck chassis is a MAN OAF VFAE. The crew sits in the cab at the front of the vehicle, behind large ballistic glass windows and others on each side, of the forward bridgelaying mechanism, giving them a good view of bridge deployment operations. Their cab is climate-controlled and has NBC overpressure. One crewmember is in the left side of the mechanism, with his bridgelaying equipment. The driver is in the right sponson. A third person could be fit in the right cab if necessary. The do not have overhead hatches, but there are hatches on each side of the cab. Armament is limited to the crew's personal weapons. The engine is a MAN D 2866LD/422 turbocharged diesel developing 412 horsepower; the transmission is automatic, but only has two forward gears. Night vision is limited to NODs, but these are not included in the price. On each side of the bumper are a cluster of three smoke grenade launchers. Suspension is 8x8. The Leguan Bridgelayer can also be used to lay ferries, as the bridges are buoyant enough to float with an MLC-50 load. Up to 42- meter ferries can be assembled. This vehicle has GPS and a BMS. $2,556,778 D, A 400 kg 35.6 tons 2 25 Headlights Open

12 Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 194/76 55/ CiH W(4) TF4 TS4 TR4 HF2 HS2 HR2 EWK M-2 Notes: Similar in concept to the French PAA DCAN, this is a German (originally West German) amphibious ferry and bridging system. It is also used by about half a dozen countries, and sold on the open market to civilians. (One was recently sold on the US TV Show Pawn Stars.) The prototype was the M-2A; the M-2B was the first production version, built for Britain and later (West) Germany. They were later upgraded to the M-2D variant. The M-2C was designed exclusively for the use of Singapore, and uses a slightly more powerful and easier to maintain engine (Identical for game purposes). The M-2D is modified to MLC-70, or MLC-92 when being used as a ferry. The M-2 can also be used by lining them up and a trackway placed above them; in this mode, bridges are limited in length only by the number of vehicles available. The M-2 is no longer offered for sale; it has been replaced in construction by the M-3. To use in water, several rubber bladders are inflated by engine gases. When used in this mode, the vehicles form an MLC-70 class trackway is only one vehicle of that size drives across at once; otherwise, the standard trackway is MLC-50. Engine for most versions is Deutz Model F 8 L 714a Diesel developing 180 horsepower; the M-2C has a Deutz Model F 8 l 413 F Diesel engine, which IRL was less expensive at the time. Most construction is of high-quality alloys. Maneuvering in water is done with steerable hydrojets, and there are two anchors to help keep the M-2 still once it is in position. The M-2 has crew heating, air conditioning, and NBC overpressure. $1,339,883 D, A 500 kg 22 tons 4 30 Headlights Shielded Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 124/48 35/14/ CiH W(2) TF4 TS4 TR4 HF2 HS2 HR2 EWK M-3 Notes: A highly upgraded version of the M-2 designed to address the shortcomings of the M-2, the most obvious of which was the weak horsepower-to-weight ratio. It was first designed at the behest of the German Army, then Britain jumped on board and participated in the field trials. LRIP began in 1996, and full production began in Taiwan placed an order for 22 in 1997, and these were delivered in It is still offered on the international market. Some features from the M-2 have been deleted, but most have been upgraded. Like the M-2, flotation is by inflated rubber flotation bags, though they are larger on the M-3. The M-3 has a full MLC of 70. If functioning as ferry, it can operate at MLC 90, but it cannot carry such a vehicle on land. Deploying the M-3 for full riverine operations takes 20 minutes. The engine is KHD BF 8 L LC 338- horsepower engine. For amphibious mobility, there are hydrojets on the front and rear and they can rotate 360 degrees. Alternatively, eight M-3s may be deployed end to end to produce one span 100 meters in length. M-3s in NATO service have a BMS and GPS system. The vehicle has air conditioning, heating, and NBC Overpressure for the cab. The crew has a door on either side of the cab; there is a large windshield made of ballistic glass. The crew has climate controls and NBC overpressure. The transmission can raise and lower as needed, and the M-3 also has central tire pressure regulation. Taiwan and Singapore use an upgraded version known as the M-3G. This has a more armored cabin, stronger 372-horsepower engine, and a special tropical kit. Vehicle M-3 $2,259,332 D, A 500 kg 25.3 tons 3 16 Headlights Shielded M-3G $672,746 D, A 500 kg tons 3 16 Headlights Shielded Vehicle Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor M-3 167/65 46/18/ CiH W(2) TF4 TS4 TR4 HF2 HS2 HR2 M-3G 173/67 48/18/ CiH W(3) TF4 TS4 TR4 HF5 HS4 HR2* * Belly armor for the M-3G is 6Sp.

13 DRDO Sarvatra Notes: The Sarvatra is a truck mounted bridgelaying system. Such lighter bridgelaying systems are becoming more common due to their lower cost and expandability. Development began in 1994, and first deliveries in It replaced the PMS, which required 57 Tatra trucks to deploy a 100-meter bridge. The Sarvatra uses the Tatra T-815 VVN 8x8 truck, modified to carry the bridging and bridgelaying equipment as well as being able to be driven from either end. The bridge is deployable to 75 meters, in 15-meter sections per vehicle. (This therefore requires 5 trucks for a full span.) The sections slide out instead of being scissor-deployed. The bridge is 4 meters wide. The bridge can be recovered or laid from either end. The roadway is MLC 70, able to handle any vehicle in India's inventory and almost any other country's inventory. The bridge is light but sturdy, made of aluminum alloy. The sections rest on adjustable trestles, which may be varied in height from 2.5 to 6 meters. The sections may also be rested on the ground on logs of rocks, and placed just underwater to camouflage the bridge. An alternate bridge may be carried; this has a 20-meter section and deployable to 100 meters. A drawback is the time required to deploy; 150 minutes are required to place a full 75 or 100-meter span. The vehicles statted below are for a single truck with a single span and two trestles. Being a version of the Tatra T-815 VVN, the truck has a Tatra horsepower engine, with an automatic transmission and power steering. The cabs have full NBC Overpressure and air conditioning and heating. Vehicle 15-Meter $397,527 D, G, AvG, A 5 tons 20.9 tons 4 10 Headlights Shielded (Cabs only) Span 20-Meter $574,886 D, G, AvG, A 6 tons tons 4 22 Headlights Shielded (Cabs only) Span Vehicle Tr Mov Com Mov Fuel Cap Fuel Cons Config Susp Armor 15-Meter 121/61 33/ CiH W(4) TF4 TS4 TR4 HF1 HS1 HR1 Span 20-Meter Span 108/67 30/ CiH W(4) TF4 TS4 TR4 HF1 HS1 HR1

14 Hitachi Type 70 Bridging Vehicle Notes: This is a Japanese self-propelled pontoon bridge that can also be used as a ferry, similar to the German EWK M-2. It should not be confused with the Type 70 AVLB. The Japanese designed the Type 70 to be stable in both still water and rapids. The Type 70 was first designed in 1969 and went into service in The vehicle has a length of 11.4 meters, can float, and can carry a weight of 40 tons in water, but is unable to carry that weight on land. Several Type 70 units may be connected together to form bridges of any unlimited length. It is in many ways similar to the German EWK M2, though they are independent developments. Upon entering the water, the deck may be floated turned 180 degrees if desired; side to side like this is the preferred method of forming repetitive bridging from the Type 70. Up to three Type 70s can be linked this way for a length of 34 meters at a trackway width of 3.9 meters. Once afloat, built-in cranes on the bridging vehicles level the decks. All work is done within the cab, which like other such vehicles is watertight and often underwater when in use. Engine is a Nissan V-8 heavy truck 330-horsepower diesel engine, modified for functioning underwater with snorkels, exhaust extensions, watersealing, and batteries equivalent to a 2.5kW APU, and operating for two hours before the batteries are discharged. The Type 70 has NBC overpressure protection, a cab heater, and a cab air conditioner. The four-man crew consists of a vehicle commander, driver, and two bridge/ferry operators. The crewmembers sit in two rows of seats and access is though watertight doors on either side of the cab. There is a large bullet-resistant windshield to the front, and bullet-resistant windows to the sides. $27,800 D, A 500 kg 26 tons 4 12 Headlights Enclosed Tr Mov Com Mov Fuel Cap Fuel Cons Config* Susp Armor* 121/62 33/17/ CiH W(2) TF4 TS4 TR4 HF4 HS4 HR4 *The Config is when the bridge is mounted on top of the Type 70. When deployed, Config is Stnd. The Turret AV shown is also for this bridge, and does not apply if the bridge is deployed. Mitsubishi Type 81 Bridgelayer Notes: This truck-mounted bridgelayer is actually a system of two vehicles, each based on a Type 74 heavy 6x6 trucks. The base vehicle of the pair, the Type 81a, carries a set of trestles mounted in a swing-down-lock out position on a pier that actually carries the bridge when it is laid. This is a single-span pier which is laid as close to the center of the stream or obstacles to be crossed, and slides out from the rear of the truck. The bridge-carrying truck, the Type 81b, then slides out the two spans of the bridge along the pier, laying on top of the pier as much as possible. The bridge and pier together are MLC 40 and can take up to 42 tons, or 50 tons with a cautious, one-vehicle crossing. The maximum span is 10 meters at 3.75 meters wide, though up to 10 Type 81 teams can lay consecutive bridges, sliding the piers and then bridges out along each other, to span a maximum of 60 meters. At both ends, driveon/drive-off ramps can be taken from the pier-carrying truck and bolted on to each end of the bridge(s). The end or beginning point of the bridge may be up to 4 meters higher of lower than the other end. The trestles can also be adjusted to become more even at the beginning, end, and between the bridge sections. The individual bridge section in multisectional bridges may be up to two meters higher or lower; the pier truck carries these ramps as well. All bridging and piers slide out from the rear of the trucks. Each truck has a modicum of armor and a bullet-resistant windscreen; it has a vehicular NBC system and has extra filters for the crews protective masks and extra NBC suits. It has a heater, but not an air conditioner. The crew has no night vision, but often wear night vision goggles. The Type 74 truck base is a diesel engine developing 300 horsepower. The Type 81 is still in use; it alone has the capacity to bridge wider streams and obstacles, though it can carry only lighter vehicle under most circumstances. As such, it has been equipped with a GPS system and a BMS system. It has also been equipped with a small computer with bridging solutions. Vehicle Type 81a $828,152 D, A tons 2 15 Headlights, WL/IR Spotlight (C) Enclosed kg Type 81b $1,069,535 D, A tons 2 19 Headlights, WL/IR Spotlight (C) Enclosed kg Vehicle Tr Mov Com Mov Fuel Cap Fuel Cons Config* Susp Armor* Type 81a 119/68 33/ CiH W(3) TF4 TS4 TR4 HF2 HS2 HR2 Type 81b 109/54 30/ CiH W(3) TF4 TS4 TR4 HF2 HS2 HR2